EP0965467B1 - Aufhängungssystem mit Blattfeder - Google Patents

Aufhängungssystem mit Blattfeder Download PDF

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Publication number
EP0965467B1
EP0965467B1 EP99304635A EP99304635A EP0965467B1 EP 0965467 B1 EP0965467 B1 EP 0965467B1 EP 99304635 A EP99304635 A EP 99304635A EP 99304635 A EP99304635 A EP 99304635A EP 0965467 B1 EP0965467 B1 EP 0965467B1
Authority
EP
European Patent Office
Prior art keywords
leaf spring
spring
frame
suspension system
torsion spring
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP99304635A
Other languages
English (en)
French (fr)
Other versions
EP0965467A2 (de
EP0965467A3 (de
Inventor
Darren Gregory Finck
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Lord Corp
Original Assignee
Lord Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lord Corp filed Critical Lord Corp
Publication of EP0965467A2 publication Critical patent/EP0965467A2/de
Publication of EP0965467A3 publication Critical patent/EP0965467A3/de
Application granted granted Critical
Publication of EP0965467B1 publication Critical patent/EP0965467B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/10—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
    • B60G11/12—Links, pins, or bushes
    • B60G11/125—Multiple-eye arrangements

Definitions

  • the present invention relates to suspension systems and more particularly to a vehicle suspension utilizing a compression torsion spring used in cooperation with a leaf spring suspension.
  • each spring is pivotally fixed to the frame and the other end connected via a shackle to the frame.
  • the suspension system is designed to give acceptable rides where the vehicle is substantially loaded, but provide a poor and uncomfortably stiff ride when the vehicle is very lightly loaded as with only the driver and no cargo. In some instances, this condition exists because the rear springs are designed for rated (full cargo) loads and such springs are far too stiff.
  • helper springs are also used in conjunction with the lead spring but this generally only aggravates the stiff ride problem.
  • US-A-2,259,827 discloses a suspension system having the features of the preambles of claims 1 and 4.
  • An object of the present invention is to provide a suspension system for interconnecting a leaf spring of a vehicle to the vehicle frame using a compression shackle member utilizing a torsion spring.
  • a suspension system for a vehicle having a frame, a wheel and an axle to support the wheel
  • the suspension system comprising: a leaf spring secured to the axle; a connector for connecting one end of the leaf spring to the frame; a torsion spring comprising a central shaft, an outer housing and an elastomer disposed between the central shaft and the housing; and a first lever for pivotally interconnecting the central shaft with the other end of the leaf spring; characterised by a second lever for pivotally interconnecting the outer housing to the frame; wherein the first and second levers are positioned such that compression of the leaf spring causes the levers to be displaced toward each other and such displacement is resisted by the torsion spring; and by an elastomeric stop member attached to the housing for engagement with the leaf spring when the leaf spring is loaded to a predetermined level.
  • a suspension system for a vehicle having a frame, a wheel and an axle to support the wheel
  • the suspension system comprising: a leaf spring secured to the axle; a connector for connecting one end of the leaf spring to the frame; a torsion spring comprising a central shaft, an outer housing connected to the frame, and an elastomer disposed between the central shaft and the housing; and a lever for pivotally interconnecting the central shaft with the other end of the leaf spring, wherein the torsion spring is positioned such that compression of the leaf spring causes the lever to be displaced toward the frame and such displacement is resisted by the torsion spring; characterised by an elastomeric stop member attached to the housing for engagement with the leaf spring when the leaf spring is loaded to a predetermined level.
  • the present invention provides a suspension system that reduces vertical spring rate and natural frequency, thereby improving vehicle ride comfort.
  • the present invention absorbs high frequency vibration and noise, thereby reducing the amount transmitted to the frame and ultimately the driver.
  • the present invention is easily retrofitable.
  • Fig. 1 is a side elevation of a vehicle with the body removed showing a shackle and leaf spring in series wherein the shackle employs a torsion spring in accordance with the present invention.
  • Fig. 2A is an enlarged side elevational view of the link torsion spring with the vehicle in the unloaded state in accordance with the present invention.
  • Fig. 2B is an enlarged side elevational view of the link torsion spring in accordance with the present invention with the vehicle in the loaded state.
  • Fig. 3 is an exploded perspective view of a shackle, leaf spring, and vehicle frame in accordance with the present invention.
  • Fig. 4A is a graph showing the deflection curves of a traditional leaf spring suspension system and a replacement suspension system in accordance with the present invention.
  • Fig. 4B is a graph showing the deflection curves of a traditional leaf spring suspension system and a replacement suspension system in accordance with the invention described in U.S. Patent 5,007,660.
  • Fig. 5A is an enlarged side elevational view of the link torsion spring in accordance with the present invention with a tapered stop member.
  • Fig. 5B is an enlarged side elevational view of the link torsion spring in accordance with the another embodiment of the present invention with a tapered stop member.
  • a suspension system which includes a frame 4 (side bars only) of a vehicle with the usual wheel 5 supported by an axle 6.
  • the vehicles leaf spring 8 has its one end 9 pivotally connected to a bracket 10 which is secured to the frame 4.
  • the other end 11 of the leaf spring 8 is formed into an eye 12 which surrounds an elastomeric sleeve 14.
  • a bolt 15 passes through the sleeve 14 while also passing through bores 17 and 18 of a pair of brackets 20 and 21 respectively.
  • the eye 12, elastomeric sleeve 14 and bolt 15 form the lower part of a compression shackle 27.
  • the torsion spring assembly includes an elastomeric or rubber member 30 having its inner peripheral surface bonded to an inner or central shaft 31 as by a suitable adhesive.
  • the outer circumferential surface of the elastomeric member 30 is suitably secured to an outer housing 32.
  • elastomeric member 30 has a square or other similar keyed shape which facilitates that it may be inserted into a matching housing and thereby be secured without the need for bonding by adhesives.
  • the housing 32 may be bonded to the elastomeric member 30.
  • Outer housing 32 has a pair of upper depending arms or levers 38, 39 that are pivotally connected to the frame 4 via a bolt 40 inserted through openings 35, 36 in the arms and an opening 41 in the frame. Also, an elastomeric stop member or abutment member 42a,b is attached to the lower or bottom surface of outer housing 32.
  • the eye 12 of leaf spring 8 is pivotally connected to a pivot bolt 15 which bolt 15 supports levers (or arms or brackets) 20 and 21 and thereby becomes an integral part of torsion spring 28 by having the levers 20 and 21 being connected to the shaft 31 of such torsion spring 28.
  • a sleeve or bushing 41 (welded into the frame 4) is utilized to accept 40.
  • the outer housing 32 is also pivotally connected to the frame via the bolt 40 and sleeve 41.
  • the central shaft 31 of spring 28 is preferably keyed so as to promote easy and effective engagement with the brackets 20 and 21.
  • Figs. 1 and 2A disclose the relationship of the components during an unloaded or very lightly loaded condition.
  • the spring 8 has its eye 12 connected to the torsion spring 28, with the abutment 42a,b spaced from the leaf spring 8.
  • leaf spring 8 Under the lightly loaded condition and as the wheel 5 encounters uneven irregularities in the road surface, leaf spring 8 will exert a corresponding force on the torsion spring 28 by having the eye 12 exert a bending force on brackets 20 and 21.
  • the brackets 20 and 21 are rotated with respect to the arm members 38, 39.
  • the elastomeric torsion spring at its central point allows the suspension system to open and close to accommodate terrain variations, complementing the action of the leaf spring. High frequency noise and vibration transmission are thereby reduced since the only connection between the leaf spring eye and the frame is through the elastomeric torsion spring, which also acts as a vibration isolator.
  • Figs. 2A and 2B the loads between the axle 6 of the vehicle and the frame 4 are carried through bolts 15 and 40 wherein the force moments are along a line 36. Since loads on the frame (due to loading of the vehicle) cause forces on the bolts 15 and 40 to be toward each other as illustrated by arrows 37a, 37b, the shackle 28 is considered a compression shackle, and the torsion spring a compression spring. A compressive force along line 36 causes the arms 39, 21 (and 38, 20) to be rotated towards each other as shown along an arc 38. Since the elastomeric torsion compression spring 28 is located below the frame 4 in this configuration, the lower arms 20, 21 are rotated upwards towards the frame 4.
  • Fig. 2B discloses the relationship of the components during a loaded condition when the leaf spring is in its fully extended position and in abutment with the abutment member 42b. It can be seen that the suspension system shortens (or closes) as the load is increased. As the vehicle is further loaded to where the respective brackets 20 and 21 rotate the shaft a sufficient distance where the leaf spring 8 encounters the stop member 42b. At this point the torsion spring 28 no longer pivots with changing load, thus limiting the windup of the torsion spring and the drop of the vehicle. The torsion spring 28 is effectively blocked or removed from consideration in responding to road forces on the wheel 5 and thereafter only the leaf spring 8 is effective in reacting to the forces of the suspension system.
  • a first curve 54 shows the spring rate of a suspension system utilizing a leaf spring and a conventional compression shackle.
  • a curve 56 shows a suspension system in accordance with the present invention comprising the same leaf spring in combination with an elastomeric torsion spring compression shackle.
  • the spring rate of the prior art is approximately 231 lb/in (around 40.3 N/mm) and the natural frequency of such system is approximately 1.86 Hz.
  • the spring rate of a system in accordance with the present invention is equal to approximately 208 lb/in (around 36.4 N/mm) with a natural frequency of approximately 1.76 Hz.
  • the present invention compression torsion spring suspension system provides an approximate 10.0% reduction in spring rate and an approximate 4.8% reduction in natural frequency from a suspension system utilizing a leaf spring and a conventional compression shackle, thereby improving the riding characteristics of the vehicle.
  • a first curve 54 shows the spring rate of a suspension system utilizing a leaf spring and a conventional tension shackle.
  • a curve 56 shows a suspension system in accordance with the present invention comprising the same leaf spring in combination with an elastomeric torsion spring tension shackle as described in U.S. Patent No. 5,007,660. It can be seen that the spring rate of the prior art is approximately 189 lb/in (around 33.1 N/mm) and the natural frequency of such system is approximately 1.43 Hz. The spring rate of a system in accordance with U.S. Patent No.
  • 5,007,660 is equal to approximately 185 lb/in (around 32.4 N/mm) with a natural frequency of approximately 1.42 Hz. It can therefore be seen that the tension torsion spring suspension system described in U.S. Patent No. 5,007,660 provides an approximate 2.1% reduction in spring rate and an approximate 0.7% reduction in natural frequency from a suspension system utilizing a leaf spring and a conventional tension shackle.
  • a comparison between the present invention compression torsion spring suspension system and the tension torsion spring suspension system described in U.S. Patent No. 5,007,660 reveals that the present invention unexpectedly provides a spring rate improvement over conventional systems that is approximately five times greater than the spring rate improvement of the system described in U.S. Patent No. 5,007,660. Additionally, the present invention unexpectedly provides a natural frequency reduction over conventional systems that is approximately seven times greater than the natural frequency reduction of the system described in U.S. Patent No. 5,007,660.
  • elastomeric torsion spring in accordance with the present invention is shown.
  • the elastomeric stop members 42c, 42d have a tapered cross section or thickness. This may be preferred in order to make transition to a "bottom out" condition smooth and gradual.
  • the stop member 42a in Fig. 1 is illustrated as a rectangular shaped member while the stop member 42b in Figs. 2A, 2B is illustrated as a triangular shaped member.
  • the preferred shape may be one of those shown in Figs. 1, 2A, 2B, 5A, 5B or another variation not shown, depending on the particular application.
  • the elastomeric members 30, 42a,b,c,d described herein may be comprised of an elastomer, such as vulcanized rubber or other elastomeric polymer composition having suitable durometer hardness, spring rate, and other properties, all of which are now determinable by one skilled in the art in a given application.
  • An elastomer is defined as a substance that can be stretched at room temperature to at least twice its original length and, after having been stretched and the stress removed, returns with force to approximately its original length in a short time. (See Glossary of Terms as prepared by ASTM Committee D-11 on Rubber and Rubber-like Materials, published by the American Society of Testing Materials).
  • the elastomeric or rubber material that can be used in constructing the present invention includes any of the well known elastomers, such as natural rubber, copolymers of butadiene and acrylonitrile, copolymers of butadiene and styrene, copolymers of butadiene and alkyl acrylates, butyl rubber, olefin rubbers such as ethylenepropylene and EPDM rubber, fluorocarbon rubbers, fluorosilicone rubbers, silicone rubber, chlorosulfonated polyethylene, polyacrylates, polybutadiene, polychloroprene and the like.
  • elastomers such as natural rubber, copolymers of butadiene and acrylonitrile, copolymers of butadiene and styrene, copolymers of butadiene and alkyl acrylates, butyl rubber, olefin rubbers such as ethylenepropylene and EPDM rubber, fluorocarbon rubbers, flu

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)

Claims (6)

  1. Aufhängsystem für ein Fahrzeug mit einem Rahmen (4), einem Rad (5) und einer Achse (6), um das Rad (5) aufzunehmen, wobei das Aufhängsystem umfasst:
    eine Blattfeder (8), die an der Achse (6) befestigt ist;
    ein Verbindungselement (10) zum Verbinden eines Endes der Blattfeder (8) mit dem Rahmen (4);
    eine Torsionsfeder (28) mit einer Mittelwelle (31), einem Gehäuse (32) und einem Elastomer (30), das zwischen der Mittelwelle (31) und dem Gehäuse (33) angeordnet ist; und
    einen ersten Hebel (20, 21) zum drehbaren Verbinden der zentralen Welle (31) mit dem anderen Ende der Blattfeder (8), gekennzeichnet durch
    einen zweiten Hebel (38, 39) zum drehbaren Verbinden des Gehäuses (32) mit dem Rahmen (4);
    wobei der erste und der zweite Hebel (20, 21, 38, 39) so positioniert sind, dass ein Zusammendrücken der Blattfeder (8) bewirkt, dass die Hebel aufeinander zu verschoben werden, wobei die Torsionsfeder (28) einer derartigen Verschiebung entgegenwirkt; und durch
    ein elastomeres Stoppelement (42a, 42b, 42c, 42d), das an dem Gehäuse (32) zum Eingreifen in die Blattfeder (8) angebracht ist, wenn die Blattfeder (8) bis zu einem vorbestimmten Pegel belastet ist.
  2. System nach Anspruch 1, wobei das Gehäuse (32) quadratisch geformt ist.
  3. System nach Anspruch 1, wobei das Stoppelement einen sich verjüngenden Querschnitt aufweist.
  4. Aufhängsystem für ein Fahrzeug mit einem Rahmen (4), einem Rad (5) und einer Achse (6), um das Rad (5) aufzunehmen, wobei das Aufhängsystem umfasst:
    eine Blattfeder (8), die an der Achse (6) befestigt ist;
    ein Verbindungselement (10) zum Verbinden eines Endes der Blattfeder (8) mit dem Rahmen (4);
    eine Torsionsfeder (28) mit einer Mittelwelle (31), einem Gehäuse (32), das mit dem Rahmen (4) verbunden ist, und einem Elastomer (30), das zwischen der Mittelwelle (31) und dem Gehäuse (33) angeordnet ist; und
    einen Hebel (20, 21) zum drehbaren Verbinden der Mittelwelle (31) mit dem anderen Ende der Blattfeder (8),
    wobei die Torsionsfeder (28) so positioniert ist, dass ein Zusammendrücken der Blattfeder (8) bewirkt, dass der Hebel (20, 21) zu dem Rahmen (4) hin bewegt wird, wobei die Torsionsfeder (28) einer derartigen Bewegung entgegenwirkt; gekennzeichnet durch
    ein elastomeres Stoppelement (42a, 42b, 42c, 42d), das an dem Gehäuse (32) für das Eingreifen in die Blattfeder (8) angebracht ist, wenn die Blattfeder (8) bis zu einem vorbestimmten Pegel belastet ist.
  5. System nach Anspruch 4, wobei das Gehäuse (32) quadratisch geformt ist.
  6. System nach Anspruch 4, wobei das Stoppelement einen sich verjüngenden Querschnitt aufweist.
EP99304635A 1998-06-15 1999-06-15 Aufhängungssystem mit Blattfeder Expired - Lifetime EP0965467B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US94801 1998-06-15
US09/094,801 US6019384A (en) 1998-06-15 1998-06-15 Leaf spring suspension system

Publications (3)

Publication Number Publication Date
EP0965467A2 EP0965467A2 (de) 1999-12-22
EP0965467A3 EP0965467A3 (de) 2000-10-18
EP0965467B1 true EP0965467B1 (de) 2003-01-29

Family

ID=22247244

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99304635A Expired - Lifetime EP0965467B1 (de) 1998-06-15 1999-06-15 Aufhängungssystem mit Blattfeder

Country Status (4)

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US (1) US6019384A (de)
EP (1) EP0965467B1 (de)
JP (1) JP2000079816A (de)
DE (1) DE69905096T2 (de)

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US6435532B2 (en) * 1999-07-13 2002-08-20 Tera Manufacturing Revolving shackle
SE517991C2 (sv) * 2000-05-18 2002-08-13 Volvo Personvagnar Ab Hjulupphängning för ett fordon
US6523842B2 (en) 2000-07-17 2003-02-25 Ralph Andrews Torsion suspension system
WO2002085651A1 (es) * 2001-04-24 2002-10-31 Roberto Tapia Espriu Suspensión auxiliar en etapas de trabajo de hule a tensión para ejes de vehículos en general
US7264252B2 (en) * 2001-04-24 2007-09-04 Roberto Tapia Espriu Rubber auxiliary suspension with stages under tension for vehicle axles in general
US6752411B2 (en) * 2002-06-24 2004-06-22 Norco Industries, Inc. Multi-stage torsion axle
US7234723B2 (en) * 2003-06-27 2007-06-26 E-Z Ride Corp. Bolster spring suspension assembly
US20050087957A1 (en) * 2003-10-23 2005-04-28 Bennett John E. Riser seat and wheelchairs with same
US7229086B1 (en) 2004-06-01 2007-06-12 Robert Louis Rogers Motor vehicle sway control assembly
US7360778B2 (en) * 2005-10-13 2008-04-22 Smith Kim H Traction device
JP4759527B2 (ja) * 2007-02-16 2011-08-31 東海ゴム工業株式会社 制振装置
US7673891B2 (en) * 2007-08-07 2010-03-09 Lippert Components Inc. Suspension system shackle link with shock absorber
EP2181004A1 (de) * 2007-09-01 2010-05-05 Robert Gerrard Aufhängungssystem mit blattfeder
DE102009028895A1 (de) * 2009-08-26 2011-03-03 Zf Friedrichshafen Ag Lagervorrichtung einer Querblattfeder
US9290221B2 (en) * 2013-01-28 2016-03-22 Saf-Holland, Inc. Auxiliary axle and suspension assembly
DE102014014715B4 (de) 2014-10-04 2023-12-28 Man Truck & Bus Se Türkonstruktion für ein Fahrzeug mit schwenkbarer, bodenseitiger Abdichteinrichtung
DE102015117349A1 (de) * 2015-10-12 2017-04-13 Benteler Automobiltechnik Gmbh Befestigungsschäkel zur befestigung einer blattfeder an einem fahrzeugaufbau
CN105501317B (zh) * 2015-12-28 2018-02-13 勾长虹 基于行走系统可调的半挂车装置
DE102017204788A1 (de) * 2017-03-22 2018-09-27 Ford Global Technologies, Llc Achsaufhängung für ein Fahrzeug sowie Fahrzeug
CN110352137B (zh) * 2017-05-15 2023-06-02 沃尔沃卡车集团 车辆轮轴的悬架系统
CN110366499B (zh) * 2017-05-15 2023-07-21 沃尔沃卡车集团 车辆轮轴的悬架系统
DE102017218431A1 (de) * 2017-10-16 2019-04-18 Ford Global Technologies, Llc Achsaufhängung
US11124037B2 (en) * 2018-07-09 2021-09-21 Mark Brendan Newhan Vehicle overload suspension system
US11167614B2 (en) * 2019-02-19 2021-11-09 Rassini Suspensiones, S.A. De C.V. Progressive rate leaf spring for vehicle suspension system
DE102019131736B3 (de) * 2019-11-25 2021-05-06 Ford Global Technologies Llc Lagerauge für eine Blattfeder sowie Blattfeder mit einem Lagerauge

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IT1250207B (it) * 1991-07-24 1995-04-03 Fiat Auto Spa Dispositivo di collegamento di una molla a balestra trasversale alla struttura di un autoveicolo.

Also Published As

Publication number Publication date
DE69905096T2 (de) 2003-09-25
EP0965467A2 (de) 1999-12-22
EP0965467A3 (de) 2000-10-18
JP2000079816A (ja) 2000-03-21
DE69905096D1 (de) 2003-03-06
US6019384A (en) 2000-02-01

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